Oil-engine



A. HYDER.

OIL ENGINE.

APPLICATION FILED FEB. 10. 1919.

1,354,455. PatentedSept. 28,1920.

3 SHEETS-SHEET 1- A. HYDER.

OIL ENGINE.

APPLICATION FILED FEB. I0, 19!!)- PatentdSept. 28,1920.

3 SHEETS-SHEET 2.

' IIIIII/I/I/f A. HYDER.

01L ENGINE.

APPLICATION FILED FEB. 10. I919.

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ALVIN HYDER, OF SAN PEDRO, CALIFORNIA.

OIL-ENGINE.

Specification of Letters Patent.

Patented Sept. 28, 1920.

Application filed February 10,1919. Serial No. 275,976.

To all w 7mm it may concern Be it known that I, ALVIN HYDER, a citizen of the United States, residing at San Pedro, in the county ofLos Angeles and State of California, have invented a new and useful Oil-Engine, of which the following is a specification.

This invention relates to internal combustion engines and more especially to the ignition features thereof. The invention is not limited to the employment of oil in the operation of the engine and it is understood that the term oil signifies any fuel suitable for burning in an engine of the semi-Diesel or analogous type of engine.

An important object of this invention is to make provision for the scavenging of burnt gases from the hot ball or vaporizer so that a comparatively small amount of fuel injected into said hot ball will main tain the same at suitable temperature for ignition of the fuel.

Another object is to facilitate the operation of the engine under idling conditions and changing from one condition to the other, especially from the idling to the load condition.

The type of engine shown in the drawings and embodying the invention is the, so termed, semi-Diesel engine. This engine employs a hot ball or vaporizer and produces a comparatively high degree of compression of the charges previous to ignition thereof, the heat of combustion of the charges of oil and air serving to maintain the erigaers at the requisite tel .perature for ignition of the charges when said charges ha re been compressed by the engine.

In order to thoroughly understand some of the advantages of this invention, it is noted that the ordinary semi-Diesel engine operates well under full load, that is to say, that when the engine is working under full load all of the cylinders fire substantially regularly so that the power impulses are delivered to the shaft by the pistons working successively on their power strokes.

- When the load isremoved, for instance of each cylinder suficiently to cause ignition of the charge supplied to the hot ball,

, and therefore it is readily understood that when it is desired to put a load on the engine operating at idling speed the hot balls of the inactive cylinders must be heated by their torches or any other suitable means before the cylinders will function.

As an example of one use of this type of engine, when it is necessary to have the engine idle frequently and to have the engine pick up the load as quickly as possible, may be mentioned its use for propelling fishing boats. It is necessary in the operation of fishing boats that their engines be idled frcquently during the casting and hauling in of the nshing nets. Without this invention it is necessary to heat up the hot balls of the idle cylinders after each stopping of the boat for the casting or hauling in of the nets so that said cylinders will again be put into operation.

In time the hot balls become filled with a carbonaceous mass which prevents proper functioning of the engine. To remedy this objection in the operation of the engine, I have provided a third port in each of the hot balls so that the instroke of the piston will cause a certain degree of scavenging of dead or burnt gases from the hot ball associated therewith. Not only is scavenging effect produced, but the forcing of the hot gases through said third port, which is located in the outer end of the hot ball,

tion of the hot ball, escape therefrom and thus permit the hot gases from the cylinder to take the place of the dead gases and the hot gases thus have access to all portions of the walls of the hot ball. By thus maintaining the temperature of the outer portion of the hot ball at a high degree, it is clear that the incoming oil charges are readily ignited and burned so that there will he no accumulation of unburned oil tending to cool the hot ball. This invention, in respect to the provision of the third port in the hot ball, is analogous to the hot ball construction in my copending application filed November 25, 1918, Serial No. 264.003. Whereas in said former invention the gases were discharged from one hot ball to another to not only scavenge the dead gases gases in a suitable chamber permit scavenging of the dead gases from all portions of the hot balls. Thus it is clear V on line indicated by w e Fig. 2.

by, w 00 Fig. 3.

discharged, this invention provides in one form for discharging the dead gases from the hot balls to theatmosphere, in another form provides for discharging the dead gases from the hot balls-to the upper portion of the engine cylinders, and in still another form provides for receiving the dead or tube so as to that in each form of this invention and in said prior invention the hot ball is provided with a port through which the dead gases may be displaced from the hot ball by the hotter gases discharging into the hot ball from the cylinder on the scavenging stroke of the piston. In all forms of this invention as wellas in the prior invention the hotballs are maintained at temperatures sulliciently great to cause ignition oi the fuel injected into them, even when the engine is idling.

Another object is to produce evenness of operation of the engine when idling and to avoid the production of excessive vibrations.

Other objects and advantages will appear in the subjoined detailed description.

The accompanying drawings illustrate the invention.

Figure 1 is a side elevation of an engine embodying the invention, portions thereof being shown in vertical mid section and other portions broken away for clearness of illustration.

Fig. 2 is an enlarged plan view of the engine cylinders and the ignition mechanism. V

Fig. 3 is an enlarged sectional elevation big. his a plan section on line indicated Fig.5 is a sectional elevation on line indicated by -00 Fig. 2.

Fig; 6v is an elevation partly in section online indicated by m .w Fig. 2, the gov I ernor and air starting device also being shown in elevation.

r .Fig. 7 is a plan View ofthecylinders of a modified form of the engine, showing the ignition mechanism in part.

v Fig. 8 is a fragmental sectional elevation on line indicated by as -fir Fig. 7

Fig. '9 is asectional elevation, analogous toFig. 8 but on a smaller scale, of another modification of the invention.

' banks-Morse t Fae C-O marine oil engine and is illustrated as being provided with three cylinders 1; t is understood that the engine may have one, two or more cylinders. The engine governor is indicated at 2, the speed control lever at 3, the starting lever at 4, the pumpat 5, the fuel pump lever at 6 and the clutch control lever at 7. Each of the cylinders 1 is provided with a piston 8, only one of which is shown in Fig. 1 of thedrawings because of the nature of the view. V V V The upper end of that one of the cylinders 1 shown in section in Fig; 1 of the drawings is provided with or forms a hot ballor vaporizer 9 into which the. charge is compressed on the upstroke of the piston, the vaporizer 9 having its open side communicating through a port 10 with the piston chamber 11 of the cylinder. The vaporizer 9 is provided with suitable initial heating means for starting the engine into operation and such m ans in the instance shown in the drawings comprises a starting tube 12 and a, torch 13 adapted to play a flame upon the starting port a connected by a tube 16 toa valve chamber 17 provided with a suitable valve 18 which, in the instance shown in the drawings, is in the form of a disk provided with a port 19 adapted when the disk is turned to port-opening position to register'with an outlet port 20 in the valve chamber. The valve chamber and its valve may be of any other suitable construction than that shown in the drawings though I have found that the ones described are very satisfactory in operation since the-heat does not aiiect the valves operation. The stem of the valve 18 is shown at 21 and said stem is turned by a suitable arm 22 there being a spring 23 to hold the valve stem upward so as to hold the valve plate 18 tightly against the upper wall of the valve chamber in order to avoid leakage of gas past the disk valve. A stop 24 is provided in the valvechamber and said step may be in the form of a screw projecting into the valve chamber and adapted to engage shoulders 25, 26 in'the edge of the va et e18. to limit rotative movement of the valve. But one port 19'is shown in the valve 18, but it is understoodthat if desirable a plurality of ports maybe employed and if more than one is employed they will preferably be of different sizes. The parts 12 to 26 inclusive described above for the one cylinder are 7 also employed for each of the other cylinders and those that are visible are designated on the drawings by the same reference characters; Any suitable means are provided to simultaneously operate the arms 22 for open ing and closing of the-valves 18 and said means may be hand-operated if desired. I prefer that the valves 18 be opened and closed automatically by operation of the governor 2 and for this reason the following described construction is provided. Pivoted at 28 to the arms 22 is a rod 29 which is screw-threaded at one end into a tubular slide 30 adapted to reciprocate in a sleeve 31 supported by standards 32 fastened to any suitable support. In the instance shown in the drawings, see Fig. 6, the standards 32 are fastened to the air starter body 33 of the engine. The sleeve 31 is provided diametrically thereof with a pin 34: passing through a slot 35 in the slide 30 and also through a slot 36 in a cam plate 37 which is fastened to one end of a rod 38 that is pivoted at its other end at 39 to the lever 40 of the governor 2 so that operation of the governor will cause movement of the rod 38. The cam plate 37 is adapted to slide through longitudinal slots 41 in the sleeve 31 and through longitudinal slots 42 in the slide 30.

I The cam plate 37 is provided at its middle portion at opposite edges thereof with slanting faces 4L3, a l respectively'adapted to bear against the opposite ends of the slots 42, said slot ends thus forming abutments so that up and down movements of the cam plate 37 will cause movements to the left and right respectively of the rod 29 in Figs. 1, 2 and 5 of the drawings, movement to the left causing the valve ports 19 to register with the ports 20 and movement to the right causing the valve ports 19 to'be moved out of registration with the ports 20. Speeding up of the governor 2 causes'upward movement of the left end of the governor lever ll) in Fig. 6 thus causing opening movement of the valves 18. p

The governor lever 40 is connected to a rod 45 which forms a portion of the mechanism for controlling the length of a stroke of the pumps This mechanism need not be described herein since it is of well known construction. in this particular engine upward movement of the rod 45 causes shortening the stroke of the pump plungers so as to cause he pumps to furnish less fuel to the engine cylinders when the speed of the engine increases.

From the foregoing it is seen that there is a direct relation between the fuel supply mechanism and the valve mechanism and that when the fuel decreases in volume the valves 18 open and when the fuel increases in volume the valves 18 close.

in the hereinbefore mentioned copending application the valve chambers 17 .were connected to one another by tubing, but in this present invention other provisions are made for discharging the burnt gases from the valve chambers and the construction for effecting this is of various forms and will now be described. First referring to the form of the invention shown in Figs. 1 to 6 inclusive, the ports 20 of the valve chambers '17 are connected by tubing 46 to ports 47,

clear that, when the valves 18 are open,

arnt gases discharging from the valve chambers 1.7 will, in reality, be caused to circ late through the upper portion of the cyl f er and through the hot balls 9.

New referring more particularly to the form of the invention shown in Figs. 7 and 8, the ports 20 of the valve chambers are connee-ted by tubing t8 to the exhaust manifold of the engine. In the instance shown the tubing 48 connects with a single port in the manifold, though it is understood that the tubing $8 from each of the valves may be separately connected to the manifold, if desired. In this orm of the invention, when the valves 18 are open, the burnt gases are exhausted to the atmosphere by way of the nir inifold 4.9. This connection with the manifoll l is only for convenience and it is understood that the gases may be exhausted directly into the atmosphere, if desired, instead of by way of the manifold 49.

ilow referring more particularly to the form of the invention shown in Fig. 9, the ports 20 of the valve chambers 17 communicate with gas receiving chambers 51 which in this instance are in the form of tubes closed at their outer ends by caps 52. By this construi'tion the burnt gases, when the valves 18 are open, are displaced from the hot balls 9 into the valve chambers and thence into the chambers 51 on the up stroke of the pistons, and when the pistons return on their subsequent sucking stroke the burnt to some extent will flow out of the tubes Thus with this form of the in vention, though there is not actual circulation of the gases through the hot balls, there is a scavenging action since the gases are cod out through the ports a so that the hot gases from the engine cylinders will have access to the entire area of the walls of the hot balls and thus maintain them at the proper temperature for ignition of the fuel.

The operation of the invention is as follows: Assuming that the engine is stationary and that it is desired to start the same into operation and to operate it at idling speed, the torches 13 will be lighted to heat the VZLPOliZOlS 9 in a manner well understood in the 'art pertaining to the semi-Diesel type of engine. lVhen said Vaporizers 9 have been heated to the degree of. temperature sullicient for igniting the fuel, the starting lever 4 will be operated to admit compressed air to the cylinders, as is also well understood in this art, thus starting the pistons into operation.

Ignition of the charge compressed in. the torch-heated Vaporizers 9 will thereupon cc cur, thus starting the engine into self-operation, the speed of the governor being such as to raise the rod- 38 and thus open the valves 18. The valves 18 being open, some of the burning gases will discharge from the vaporizers 9 through the ports a into the tubes 16, thence into the valve chambers 17 and from the valve chambers through the ports 20.

V the tubing 18 and thence to the atmosphere with the load, the lever 7 will be operated i one ofthe cylinders andthe'governor thereby way of the exhaust manifold 19 This allows fresh burning gases from the cylinder to reach all portions of the walls of the Vaporizers 9 so as to maintain the same at the proper degree of heat for ignition of the fuel. In the form of the invention shown in Fig. 9 the burnt gases are forced from the vaporizer 9 on the upstroke of the piston and said upstroke at the same time charges the vaporizer with burning gases so as to maintain the vaporizer at the fuelignitingv temperature. The burnt or dead gases discharge from the vaporizer through i the tube 16 into the valve chamber and from the valve chamber into the chamber 51. As the piston moves down and up on succeeding strokes the gases first flow from the chamber 51. and then back into said chamber. Thus the chamber 51 serves as an enlargement of the valve chamber 17 so as to increase the capacity thereof.

When it is desired to connect the engine in the appropriate direction in a manner well understood in connection with this type of. oil engine, whereupon the governor owing to the slowing effect of the load on the engine, will decrease in'speed, thus causing an increased amount of fuel to be supplied to the cylinders and at the same time effecting closing of the valves 18.

The increased amount of fuel maintains all, of the vaporizers 9 at the requisite degree of temperature 55 appropriate size, it is not necessary to close forigniting the compressed charges of fuel and air.

Ifthe ports 19 in the valves be made of the valves when connecting up to the load, butit is preferable to do so to insure against overheating of the valve chamber 17 when running under load. N ow if it be desired to take theload off of the engine, the lever 7 will be moved in the appropriate direction to disconnect the engine shaft fromthe driven shaft, whereupon the governor 2 will speed up, thus causing a diminished supply of fuel to be furnished to theengine cylinders and efiecting opening of the valves 18 sons to allow scavenging .of the dead gases from all portions of the Vaporizers.

From the foregoing it is clear that with this improved semi-Diesel engine all of the cylinders are in action when the engine is .idling as well as when it is under full load and thus withthe use of my invention the operation of the engine is evener and less vibratory than is the operation of former engines of this type, exclusive of that shown in the hereinbefore mentioned copending described above, but that theinvention in- 1 eludes such changes and modifications as can 'be construed as being within the spirit and scope of the appended claims.

Iclaimi 1. In an oil engine, the combination with one of the cylinders and the governor thereof, of apiston for the cylinder, a vaporizer for the cylinder communicating therewith, means to inject fuel into said vaporizer, a tube connected with the vaporizer, a valve chamber connected with said tube and'provided with a port, a valve in the valve chamber to control the port, and means operatively connecting the valve with the governor. 7 i H 2. In an oil engine, the combination with one of the cylinders and the governor thereof, of a piston for the cylinder, a vaporizer communicating with said cylinder, and means controlled by the governor for discharging somelof the burnt gases from the vaporizer at higher speeds only of the governor. V

3. In an oil engine, the combination with of, of a piston for the cylinder, a vaporizer communicating with saidcyllnder, and

means controlled by the governor for scavenging burnt gases from the vaporizer at certain speeds only of the governor.

4C. In an oil engine, the combination with one of the cylinders thereof, of a piston for the cylinder, a vaporizer communicating withsaid cylinder, and means for scavenging burnt gases from the'vaporizer.

5. In an 011 engine, the combmation with the governor and one of the cylinders thereof, of a piston for the cylinder, avaporizer commumcatmg wlth said cylinder, means to inject fuel into said vaporizer, a' tube connected with the vaporizer, avalvc chamber connected with said tube and provided with 6. In anoil engine, a cylinder, a piston vided with a port, means to inject fuel into for the cylinder, a vaporizer for the cyl1n-;; ,the vaporizer, a tube leading from the port,

der communicating therewith and provided with a port, means to inject fuel into the vaporizer, a tube leading from the port, a valve chamber connected with the tube and having a port, a valve to control the last named port, means to operate the valve, and a chamber in communication with the last named port.

7. In an oil engine, a cylinder, a piston for the cylinder, a vaporizer for the cylinder communicating therewith and provided with a port, means to inject fuel into the vaporizer, a tube leading from the port, a valve chamber connected with the tube and having a port, a valve to control the last named port, a chamber in communication with the last named port, and means operatively connecting the governor with the valve.

8. In an oil engine,.a cylinder, an exhaust manifold connected with the cylinder, a piston for the cylinder, a vaporizer for the cylinder communicating therewith and pro vided with a port, meansto inject fuel into the vaporizer, a tube leading from the port, a valve chamber connected with the tube and having a port, a valve to control the last named port, means to operate the valve, and a tube connecting the last named. port with the exhaust manifold.

9. In an oil engine, a cylinder, an exhaust manifold connected with the cylinder, a piston for the cylinder, a vaporizer for the cylinder communicating therewith and pro- "a valve chamber connected with the tube and having a port, a valve to control the last named port, a tube connecting the last named port with the exhaust manifold, and means operatively connecting the governor with the valve.

10. In an oil engine, a cylinder, a piston in the cylinder, a vaporizer for the cylinder communicating therewith and provided with a port, means to inject fuel into the vaporizer, a tube leading from the port, a valve chamber connected with the tube and having a port, a valve in the valve chamber to control the last named port, means to operate the valve, and a tube connecting the last named port with the cylinder.

11. In an oil engine, a cylinder, a piston in the cylinder, a vaporizer for the cylinder communicating therewith and provided with a port, means to inject fuel into the vaporizer, a tube leading from the port, a valve chamber connected with the tube and having a port, a valve in the valve chamber to control the last named port, a tube connecting the last named port with the cylinder, and means operatively connecting the governor with the valve.

Signed at Los Angeles, California, this 3d day of February, 1919.

ALVIN HYDER.

Witnesses:

GEORGE H. HiLns, L. BELLE WEAVER. 

